Jet propeller aircraft engine



Dec. 6, 1949 s. J. ELSBY 2,490,623

JET PRQPELLER AIRCRAFT ENGINE Filed Oct. 4, 1944 5 Sheets-Sheet 1 FIG.

INVENTOR. SAMUEL J. ELSBY I ATTORN EYS.

Dec. 6, 1949 J ELSBY JET PROPELLER AIRCRAFT ENGINE 3 Sheets-S esc 2Filed 001;. 4 1944 INVE TOR. SAMUEL .J. ELSBY BY am I w; ORNEYS- Dec. 6,1949 s. J. ELSBY JET PROPELLER AIRCRAFT ENGINE 3 Sheets-Sheet 3 FiledOct. 4, 1944 FIG.6

lNVENi'OR. SAMUEL J. ELSBY ATTORNEYS.

. m'rraoreunnnmcimrfrnnqnm Samuel J. an. New A)bany, ma. ApplicationOotober 4, 1944, Serial No, 557,129

This invention relates to improvements in Jet propeller aircraftengines.

The primary object of this invention is the provision of aself-contained internal combustion engine type rotary propellerstructure for aircraft, operating upon the Jet principle.

A further object of this invention is the provision of an improvedaircraft engine which perates upon the jet principle, and has variablepitch propeller blades.

A further object of this invention is the provision of a jet typepropeller device for aircraft in which the speed of the jet'propulsionmay be maintained constant in relation to the driven device at thehighest efllciency.

A further object of this invention is the provision of an air propellerfor aircraft, operating upon the jet principle without torque.

Other objects and advantages of the invention will be apparent from thefollowing detailed description.

In the accompanying drawings, forming a part of this specification, andwherein similar reference characters designate corresponding partsthruout the several views- Figure 1 is a fragmentary horizontalsectional.

view taken thru the improved engine.

Figure 2 is a fragmentary front elevation, partly in section, of theimproved engine.

Figure 3 is a cross sectional view taken thru the stationary hubstructure of the device, substantially on the line 3-3 of Figure 1, andmore particularly illustrating certain details of the propeller bladepitch adjusting means. 3

Figure 4 is a view taken substantially on the line 4-4 of Figure 1,looking endwise of the engine.

Figure 5 is a fragmentary perspective view showing certain mountingdetails of the rotary housing and more particularly showing details ofthe propeller blade pitch adjusting means.

Figure 6 is a fragmentary cross sectional perspective' view showingdetails of the rotary housmg.

In the drawings, wherein for the purpose of illustration is shown only apreferred embodimentof'the invention, the letter A may generallydesignate the improved engine, which includes a stationary supportingframe B; rotary propeller-housing C; propellers D; initial stagecarburetor E; radial compressor F and blade pitch adjusting means G. v

The stationary supporting frame structure 3 "mayassume various shapes,since its mode of attachment will be diiferent in connection with dif- 5Claims. (Cl. 170-135.!)

ferent type aircraft. In the main. the same preferably consists of ahollow shaft or hub structure l6 having a passageway H therethru. Oneend of the hub structure I0 is provided with the annular attaching walll2. normal thereto, having openings 13 for receiving bolts or likeattaching expedients.

The rotary housing structure C comprises a main ring-shaped mountingframe 20 rotatably supported by anti-friction bearings generallydesignated at 2|. This may include inner and outer races 22 and 23respectively with roller or anti-friction members therebetween, as bestshown in Figure 6 of the drawings. Theinner race is preferably shrunk orotherwise attached upon the hub l0 and the outer race 23 is, of course,secured to the frame 20 of the housing for rotatable support of thelatter. The frame 26 may include an annular wall 25. secured to thehousing frame 26, asshown in Figure 1, cooper-' ating with the flangedend 26 of the stationary attaching wall I2, and defining a chamber 21between the frame 20 and the wall l2 wherein are located certaincontroldetails of the propeller pitch control to be subsequently described.

For a purpose to be subsequently described, the frame 26 is providedwithan annular forward extension 30 defining a pocket 3| wherein islocated the radial compressor wheel F. The latter includes a hub 33rotatablysupported upon anti-friction bearings 34. the inner race ofwhich is secured upon the stationary hub or shaft ID of the supportingframe B. The radial compressor furthermore includes the annular disc 35upon whichradial vanes or blades 36 are ounted in any approved number.These blade are open at their inner ends in spaced relation with theouter surface of the hub H), the numeral 36 designating the spaoebetweenthe inner open ends of the blades 36 and'the outer surface of the hubIn, as shown in Figure 1. The disc 35 is provided with anoutturnedannular margin 38 and at thislocation'the blades 36 are also outturnedat for the purpose of direc ing the fuel mixture into'the second stageco pression chamber 46. The latteris formed by riieans of ahood 50secured [at 5| to the rotary frame 20 of the housing structure C;thisfhood in cross section being segmental s'haped and extending inoverlapping relation with the outturned' ends of the radial compressorblades, as shown'jin Figure 1.

The hub 33 of the radial compressor is pro vided with an annular geardesignated at in Figure 1 of the drawings driven by means 'of gears 6|which are rotatably mounted upon pins 62.

Thelatterareaecureduponarmallrilldwiththehubilqfthestationarysupportlngframel, asshowninPigurel.Theaegearsimaah withanannularaerieaofgearteethtlprrkvidedupontheextenaionflofthehomingframe 1|, within the pocket Ii. It isthus apparent thatthruthegearsti rctationoftheframeflenablestheradialcompresaorwheeltorotateat -an appreciably greater speedthan the main trated at 14, may be placed in the passageway in advanceof the fuel inlet. The fuel mixture enters a chamber 16 in thepassageway Ii; said chamber Ii being formed by a bafle ll located acrossthe passageway I I; the chamber having ports or outlets it into thespace It of the radial compressor chamber.

It will be noted that an annular lip ll of the carburetor casing lloverhangs the end of the space 36-, slightly, for the purpose ofdeflecting air for producing a partial vacuum in the back end of thespace 36' and in ports II, with a tendency to draw the fuel mixture intothe radial compressor thru the space between the blades thereof. Thefuel mixture enters the space between the blades 36 where it is mixedwith air entering the compressor fromthe front or exposed side of thesame for second stage carburetion. As the pressure increases, themixture flows towards the outer ends of the propeller blades and entersthe compression chamber ll.

Referring at this time to the propeller blades D, the same may beconventionally shaped except at their ends and provide an air screw fordriving the aircraft. These blades are hollow, having unobstructedpassageways ll therethru. The hub ends 9| rotatably bear at H insuitable sockets provided in the rotary housing frame 2. therefor, andif desired, anti-friction bearings may be located at the mountingsockets n. The hubs are rotatable on their axes so that the pitch of theblades D may be varied, by the means G to be subsequently described. Attheir ends the blades are each provided with a jet orifice 88 openinglaterally of the blades, each blade being outturned at 84 to form theorifice.

Referring to the blade pitch adjusting means G, each hub Si is providedwith a worm wheel 04 meshing with a worm 95, as shown in Figures 1 and 4of the drawings. The latter may be mounted in a housing extension IS.The worm 05 may be driven by bevel gears l1, one of which is keyed witha shaft 98 leading radially to the stationary hub in in a rathertangential relation therewith, as shown in Figure 5. Each blade D isprovided with this structure, altho it is shown for only one of theblades, in the drawings.

The means for rotating the shaft 98 preferably consists of a ring-shapednut and bearing structure III which includes an inner race illinternally screw threaded for adlushnent on external screw threads I02provided upon the hub II, as showninFigureslandfiofthedrawings The 5 ofthe drawings.

4 outer race l is provided with a rack ill secured therewith andextending parallel with the hub It; the teeth thereof meshing with agear I" keyed on the shaft I. The outer race may also be provided withguide 'arms ill socketed in sliding relation within extensions I"mounted upon the outer race It of the bearing structure It abovereferred to.

The means for rotating the inner' race of the bearing ill preferablyconsists of a gear Ill rotatably mounted by a shaft ion the stationarysupporting frame B, as shown in Figures 1 and The teeth of this gear Illmesh with internal teeth provided upon the inner surface of the raceill; the latter thus being double threaded for cooperation with the gearland on the threads ill. Any suitable mechanism may operate the shaftill and it is quite obvious that rotation of the same will feed the gearltl along the hub II. This movement will rotate the shaft t8 and varythe pitch of the propellers D, as is quite obvious. If desired, a gearedindicator i ll may be associated with the shaft Hi.

The outturned margin of the radial compressor, particularly the bladetips thereof, are covered by the top part of the main housing hood 5..This arrangement is advantageous in creating the proper Venturi effectin the housing before the mixture reaches the firing chamber 0. The

firing of the charge in the chamber may be effected by means of sparkplugs [42, which may be suitably brush controlled or otherwise operated,as will be readily understood by anyone skilled in the art to which thisinvention relates. The cycle of carburetion and compression has beenabove detailed. As the pressure increases in the compression chamber 40,the mixture flows into the firing chamber where it is ignited by thespark plug 2. Once firing has started, the process is continuous. Thepropeller blades D are initially set at zero pitch and they are rotatedtogether with the housing C by any external means, in a directionopposite to the propeller tips. This, of course, will initially move thecompressor, drawing in the fuel mixture from the carburetor etc. Oncefiring has started, the procass is continuous and the propeller bladesand main housing will continue to rotate due to repulsion of thepropeller tip jets. Pressure will always be less at the propeller tipjets due to Venturi action of firing and compression chambers, as wellas the ratio of propeller tip jet openings to compressor opening. Axialpower from the device will be developed when the pitch of the propellerblades is changed from zero thru the pitch changing means. The devicecomplies with the principle of jet propulsion in that there are noclosed surfaces to re-act against. To that end the ratio of openings,both inletand jet orifice openings are in proper ratio.

Various changes in the shape, size and arrangement of parts may be madeto the form of invention herein shown and described, without departingfrom the spirit of the invention or the scope of the following claims.

I claim:

1. In a jet type aircraft engine the combination of a hub structure, arotary housing rotatably mounted upon the hub structure, propellerblades carried by the rotary housing having jet openings therein, fuelcharge mixing means mounted upon the hub structure including a rotatablecharge compression and mixing wheel,

means for. rotating said wheel, said housing being pressor rotatablyconstructed and arranged to permit air to directly enter said wheel formixing with the fuel charge, a firing chamber in said housing open tothe jet openings, and means providing a compression stage into which thefuel charge enters from said wheel and thence into said firing chamber.

2. In a jet propelled aircraft engine the com: bination of a stationaryhub structure, a rotary housing rotatably mounted upon the hubstructure, jet type blades carried by the rotary housing, a fuel chargemixing and compressing vaned wheel mounted rotatably upon said hubstructure, means for driving said wheel, means for supplying a fuelcharge directly to the vanes of said wheel, and firing chamber means inthe housing for receiving the fuel charge and transmitting it to the jetopenings of said blades.

3. In a jet propelled aircraft enginethe combination of a hub structure,a rotary housing upon the hub structure, jet type blades mounted uponthe hub structure having jet orifices therein, a wheel rotatably mountedupon said hub structure, the housing having an air inlet opening to saidwheel and the wheel having vanes, means gearing the wheel to the rotaryhousing for driving the wheel from said housing at a greater speed ofrotation than the housing, means for supplying fuel directly to saidwheel where it is admixed with the air entering the wheel, and means inthe housing including a firing chamber for receiving a fuel charge fromthe wheel and directing the products of combustion to said blades andjet orifices therein.

4. In a jet propelled aircraft engine the combination of a stationaryhub structure, a rotary housing and propeller structure mounted upon thehub structure, said rotary housing and propeller structure having afiring chamber therein including means for firing a fuel charge, meansin the hub structure for initially mixing air and fuel to provide a fuelcharge, a vaned radial commounted upon the hub structure, said rotaryhousing being open to permit additional air to enter said radialcompressor, and means formed by the rotary housing and periphery of theradial compressor for directing a fuel charge with a compressed Venturieflect into the firing cham 5. In a jet propelled aircraft engine thecombination of a stationary hub structure having a fuel chargecompartment therein open forwardly for receiving air, means for feedingfuel into said hub to admix with said air, a rotary annular housingcarried by said hub structure, a rotary air and charge compressorrotatably mounted upon the hub structure, said housing being open toadmit air to the rotary compressor, means formed in the hub structure topass the fuel charge mixed in the hub structure into said rotarycompressor for receiving additional air therefrom, said rotarycompressor and housing being constructed and arranged to direct thecompressed fuel charge peripherally upon said rotary compressor, meansformed peripherally in the housing about the rotary compressor forreceiving the fuel charge from the compressor and effecting a secondstage compression, said housing having a firing compartment therein intowhich the fuel charge is directed from the second stage compression, andblades mounted upon said housing for receiving the products ofcombustion from the firing chamber and having jet orifices therein.

SAMUEL J. ELSBY.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,099,083 Duc June 2, 19141,519,444 Fales Dec. 16, 1924 1,569,607 Beck Jan. 12, 1926 1,668,971McCauley May 8, 1928 1,897,817 Paquit Feb. 14, 1933 1,942,100 HoustonJan. 2, 1934 2,011,061 Loescher Aug. 13, 1935 2,296,987 Emmons Sept. 29,1942 2,371,687 Gerhardt Mar. 20, 1945 2,397,357 Kundig Mar. 26, 1946FOREIGN PATENTS Number Country Date 227,151 Great Britain Jan. 12, 1925366,450 Great Britain July 30, 1930

